14 CFR Part 91: General Aviation
Accident occurred Thursday, December 26, 2013 in Biglerville, PA
Probable Cause Approval Date: 04/06/2015
Aircraft: PIPER PA-30, registration: N8372Y
Injuries: 2 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
Before the flight, the pilot obtained weather information for an airport near the departure airport and for an airport about 275 miles south along his route of flight. He did not file a flight plan, did not receive any other services for the accident flight, and departed in night visual meteorological conditions. According to GPS and air traffic control data, the airplane was flying on a southwesterly heading before it turned right. It subsequently turned left and then right before it entered a descending left turn and impacted terrain. Examinations of the airframe and engines revealed no preimpact mechanical malfunctions that would have precluded normal operation. Further, there was no evidence of a medical impairment that would have affected the pilot's performance. A review of the plot’s logbooks revealed no entries for night or instrument flight in the year before the accident.
A National Weather Service observation from about 15 miles southwest of the accident site showed rapidly changing conditions with a band of snow moving across the region at the time of the accident. In addition, the next observation showed a lowering ceiling that was overcast to broken from 3,200 to 2,800 ft above ground level; snow started falling about 26 minutes after the accident. Considering the weather conditions around the time of the accident, it is likely that the pilot inadvertently encountered instrument meteorological conditions in light snow with no visible surface lights and, as a result, had to transition to relying solely on the instruments. Given these conditions, the pilot’s limited instrument and night experience, and the pilot’s maneuvering, it is likely that he experienced spatial disorientation and subsequently entered a descending left turn and lost control of the airplane.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The noninstrument-rated pilot's spatial disorientation after inadvertently encountering instrument meteorological conditions at night and his subsequent loss of airplane control.
HISTORY OF FLIGHT
On December 26, 2013, about 0530 eastern standard time, a Piper PA-30, N8372Y, was destroyed following an inflight break up, and impact with terrain near Biglerville, Pennsylvania. Night visual meteorological conditions prevailed and no flight plan was filed for the flight. The certificated private pilot and passenger were fatally injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight originated from Bloomsburg Municipal Airport (N13), Bloomsburg, Pennsylvania, around 0445, with an intended destination of Summerville Airport (DYB), Summerville, South Carolina.
According to witnesses, the airplane was flying "low" and the engine noise was "loud." One witness reported that he heard the engine "miss" once, then the engine "revved up," and a few seconds later he heard the sound of impact. Another witness stated that when he heard the engine "spike."Radar tracking data that was obtained from the Federal Aviation Administration (FAA) Harrisburg Approach Control Radar facility located in Harrisburg, Pennsylvania. The radar data indicated that, the airplane was flying on a southwesterly heading at an altitude around 10,000 feet mean sea level (msl). Then around 0525, the airplane descended to 7,400 feet msl. At 0527 the airplane entered a left turn and descended. A few seconds later the radar target completed a 180 degree turn and the data indicated a 2,000 foot per minute descent and a 7.5 degrees per second turn rate. The last radar data, located in/near the accident location indicated that the airplanewas at 2,700 feet msl and a recorded ground speed of 179 knots.
PERSONNEL INFORMATION
According to FAA records, the pilot held a private pilot certificate with ratings for airplane single-engine land and multiengine land, and a third-class medical certificate issued on October 31, 2013, which included a restriction of "must wear corrective lenses for near and distant vision."
The pilot's logbook was recovered from the accident site and it listed a total of 196.1 hours of flight time. It also indicated that the pilot recorded a total of 12.3 hours of flight time at night, 1.2 hours of flight in actual instrument conditions, and 3.8 hours of flight time in simulated instrument conditions. In addition, there were 4.5 hours of flight time is the past 12 months, of which 4 hours occurred between December 20, 2013, and December 25, 2013.
AIRCRAFT INFORMATION
According to FAA records, the airplane was issued an airworthiness certificate in 1967 and was registered to the pilot on June 18, 2012. It was equipped with two Lycoming IO-320-series, 160- horsepower engines. It was also equipped with two 2-bladed Hartzell controllable pitch propellers. At the time of this writing, the maintenance logbooks had not been located. However, a receipt for maintenance performed on the airplane included an annual inspection that was dated November 18, 2014.
METEOROLOGICAL INFORMATION
An observation site from a National Weather Service source for Fountain Dale (RYT), Hamiltonban, Pennsylvania, located approximately 15 miles southwest of the accident site, at the time of the accident, showed rapidly changing conditions during the period with a band of snow moving across the region.
The RYT weather observation at 0453 indicated wind from 220 degrees at 3 knots, visibility 10 miles, ceiling overcast clouds at 7,000 feet above ground level (agl), temperature minus 4 degrees C, dew point minus 8 degrees C, and an altimeter setting 30.22 inches of mercury.
The RYT weather observation at 0553 indicated wind calm, visibility 10 miles, ceiling overcast at 3,200 feet agl, temperature minus4 degrees C, dew point minus 9 degrees C, and an altimeter setting of 30.21 inches of mercury.
The RYT weather observation at 0608 indicated calm wind, visibility 3 miles in light snow, ceiling broken at 2,800 feet, overcast at 7,000 feet, temperature minus 4 degrees C, dew point minus 8 degrees C, and an altimeter setting of 30.20 inches of mercury. In addition, the remarks section stated that snow began at 0556.
According to the Astronomical Applications Department at the United States Naval Observatory, the official moonset was at 1224, the official beginning of civil twilight was at 0659, and official sunrise was at 0729. The phase of the moon on the day of the accident was waning crescent, with 38 percent of the moon's visible disk illuminated.
A search of Flight Service Station records revealed that the pilot requested weather information and Notice to Airman (NOTAMs) on the day of the accident for Williamsport Regional Airport (IPT), Williamsport, Pennsylvania, and Farmville Regional Airport (FVX), Farmville, Virginia. The pilot did not file a flight plan and did not receive any other services for the accident flight.
The weather reported at IPT, which was approximately 27 miles northwest of the departure airport, around the departure time, indicated wind from 090 at 8 knots, visibility 1 ¾ statute mile, light snow, clouds overcast at 2,600 feet agl, temperature minus 4 degrees C, dewpoint minus 7 degrees C.
WRECKAGE AND IMPACT INFORMATION
The airplane impacted the ground and came to rest inverted. The wreckage path was oriented on a 179 degree heading and the debris path began about 2,350 feet prior to where the main wreckage came to rest. The main wreckage was oriented on about a 180 degree heading. Several pieces of airframe skin were located in the field leading up to the main wreckage. The first piece of airframe skin was located approximately 2,350 feet prior to the main wreckage. First responders reported an odor similar to 100LL in the field where the main wreckage was located.
The nose landing gear was located in the vicinity of and was separated from, the main wreckage.
The left and right engines were separated from the main wreckage, embedded in the field, and located approximately 10 feet from the main wreckage. When they were removed from the ground, fuel and oil were present in the craters.
One propeller blade was located in the field approximately 400 feet from the main wreckage and its associated propeller hub was located in the field approximately 500 feet from the main wreckage . The other propeller blade was not located. The second propeller was located about 50 feet aft of the main wreckage. Both blades remained attached to the propeller hub and flange. Both spinners were separated from the engines and located in the field along the debris path.
The outboard 6 foot of the right wing was located along the debris path about 600 feet from the main wreckage in the field. The inboard approximate 10 feet remained attached to the fuselage and exhibited crush damage. The right wing tip, was separated and located approximately 50 feet from the outboard section of the right wing. The right aileron remained attached to the right outboard section of the wing through one attach point. The right flap remained attached to the right wing through all attach points. The right wing fuel cap remained intact and seated, however that section was separated from the right wing. The right main landing gear remained attached to the right wing in the retracted position.
The aft section of the fuselage was separated at the aft pressure bulkhead. The rudder, vertical stabilizer, and inboard section of the left stabilator was located about 200 feet from the main wreckage. The right section of the stabilator was located approximately 675 feet from the main wreckage in an area of trees. The forward section of the left stabilator remained attached to the empennage. The main spar of the stabilator remained attached to the aft bulkhead. The rudder remained attached to the vertical stabilizer through all attach points and exhibited impact damage.
The outboard approximate 6 foot of the left wing was found separated from the fuselage and located in a field about 600 feet from the main wreckage. The left aileron was located in the field approximately 200 feet from the left outboard section of the wing. The inboard approximate 10 feet of the left wing remained attached to the fuselage and exhibited crush and impact damage. The forward section of the left wing was separated from the left wing spar and located approximately 10 feet forward of the main spar. The left inboard section of the flap remained attached to the inboard section of the wing through the outboard attach point. Aileron control cable continuity was confirmed from the base of the control column to the associated fracture points out to the aileron attach point. The aileron cable exhibited tensile overload at all fracture points. The main landing gear remained in the up and in the retracted position.
The cockpit exhibited extensive crush damage and was separated from the fuselage. The engine controls were intact. The throttle levers and propeller levers were in the midrange position. Flight control continuity was confirmed from the cockpit to all flight control surfaces through the respective tensile overload breaks. The air driven attitude indicator was disassembled and the gyro and gyro housing exhibited rotational scoring, consistent with operating at the time of impact. The electric turn and bank indicator was disassembled and the internal gyro and housing exhibited rotational scoring, consistent with operating at the time of impact.
The fuselage came to rest inverted in a corn field and it exhibited extensive impact damage The inboard section of the main wing spar remained attached to the fuselage. All seats were separated from the fuselage. The fuel selector valves were located in the fuselage and were disassembled. Both fuel selectors contained a fluid that tested positive for water using the water detecting paste.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot on December 27, 2013, by Forensic Pathology Associates, Allentown, Pennsylvania. The autopsy findings included the cause of death as "multiple injuries."
Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report stated no ethanol or drugs were detected in the liver.
TESTS AND RESEARCH
Engine Examinations
Both engines were examined at Anglin Aircraft Recovery in Clayton, Delaware. They were removed from storage and placed on pallets prior to the investigation team arrival. Upon arrival, the team determined which engine was the left and the right. The examination revealed that there were no mechanical malfunctions or abnormalities that would have precluded normal operation with either engine.
A detailed engine examination report for each engine are available in the official docket of this investigation.
Electronic Devices
A Garmin GPSMAP 696, an iPhone, a Motorola Droid X, and an iPad were found in the main wreckage area, retained, and sent to the National Transportation Safety Board Recorders laboratory for data download. Data was unable to be extracted from the iPhone nor the Motorola Droid X due to impact damage.
The Garmin GPSMAP 696 contained data that was recorded at the time of the accident flight. The data began at 0439 and continued until 0528. The last recorded data points indicated that the airplane was on a direct course to DYB, made a slight right turn approximately 45 degrees away from the track toward DYB at 0524. Then, it made a turn back to the left approximately 90 degrees, to the right approximately 90 degrees, and finally, it banked to the left and continued the bank and began a descent until the data points ended. The last data point recorded a ground speed of 141 knots.
ADDITIONAL INFORMATION
Spatial Disorientation
According to the FAA Airplane Flying Handbook (FAA-H-8083-3), "Night flying is very different from day flying and demands more attention of the pilot. The most noticeable difference is the limited availability of outside visual references. Therefore, flight instruments should be used to a greater degree.… Generally, at night it is difficult to see clouds and restrictions to visibility, particularly on dark nights or under overcast. The pilot flying under VFR must exercise caution to avoid flying into clouds or a layer of fog." The handbook described some hazards associated with flying in airplanes under VFR when visual references, such as the ground or horizon, are obscured. "The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation."
According to the FAA Instrument Flying Handbook (FAA-H-8083-15), a rapid acceleration "...stimulates the otolith organs in the same way as tilting the head backwards. This action creates the somatogravic illusion of being in a nose-up attitude, especially in situations without good visual references. The disoriented pilot may push the aircraft into a nose-low
or dive attitude."
The FAA publication Medical Facts for Pilots (AM-400-03/1), described several vestibular illusions associated with the operation of aircraft in low visibility conditions. Somatogyral illusions, those involving the semicircular canals of the vestibular system, were generally placed into one of four categories, one of which was the "graveyard spiral." According to the text, the graveyard spiral, "…is associated with a return to level flight following an intentional or unintentional prolonged bank turn. For example, a pilot who enters a banking turn to the left will initially have a sensation of a turn in the same direction. If the left turn continues (~20 seconds or more), the pilot will experience the sensation that the airplane is no longer turning to the left. At this point, if the pilot attempts to level the wings this action will produce a sensation that the airplane is turning and banking in the opposite direction (to the right). If the pilot believes the illusion of a right turn (which can be very compelling), he/she will reenter the original left turn in an attempt to counteract the sensation of a right turn. Unfortunately, while this is happening, the airplane is still turning to the left and losing latitude.
Pulling the control yoke/stick and applying power while turning would not be a good idea–because it would only make the left turn tighter. If the pilot fails to recognize the illusion and does not level the wings, the airplane will continue turning left and losing altitude until it impacts the ground."
NTSB Identification: ERA14FA077
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 26, 2013 in Biglerville, PA
Aircraft: PIPER PA-30, registration: N8372Y
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On December 26, 2013, about 0530 eastern standard time, a Piper PA-30, N8372Y, was destroyed following an inflight break up, and impact with terrain near Biglerville, Pennsylvania. Night visual meteorological conditions prevailed and no flight plan was filed for the flight. The certificated private pilot and passenger were fatally injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight originated from Bloomsburg Municipal Airport (N13), Bloomsburg, Pennsylvania, around 0445, with an intended destination of Summerville Airport (DYB), Summerville, South Carolina.
The debris path was approximately 2,350-feet-long oriented on a heading of about 195 degrees. The main wreckage, which consisted of the fuselage, engines, and the inboard section of the wings, was oriented on about a 180 degree heading. The outboard section of the left and right wing, rudder, horizontal stabilizer, left and right stabilator, and left aileron were located in a field about 1,000 feet north of the main wreckage. The major components of the airframe were located and control continuity was confirmed to all flight control surfaces. First responders noted an odor at the site of the main wreckage which they described as similar to 100LL aviation fuel.
Both propellers and spinners had separated from the engines. The engines were co-located with the main wreckage and were imbedded in the ground. The engines and propellers were retained for examination at a later date.
A Garmin 696 handheld global positioning system, an iPad, and two cell phones were located, removed, and sent to the NTSB Recorder Laboratory for download.
Miranda Rose
Michael Chester Bronzburg
Michael Chester Bronzburg, age 46, 9 Hollow Road, Catawissa, died early December 26, 2013 in an airplane crash in Butler Township, Adams County, PA.
Born in Bloomsburg on July 27, 1967, he was the son of Lee E. and Linda (Linn) Bronzburg of Catawissa. His early life was spent in Catawissa and he returned one year ago after living in a variety of places. He was a 1985 graduate of the Columbia Montour Vocational Technical School.
Mike was employed by Grand River Enterprises of Canada, as a technical consultant to cigarette factories. Earlier he was employed by the Phillip Morris Cigarette Co., in Virginia.
He enjoyed restoring old vehicles, riding his Harley Davidson Motorcycle, flying, watching movies, riding his four wheeler, fishing, skiing, traveling and kayaking.
Mike served with the US Navy.
Surviving in addition to his parents is his companion, Doreen (Artley) Rose, with whom he resided; three children: Michael Bronzburg, San Jose, Calif.; twins, Camden and Harley Bronzburg, Summerville, South Carolina; a brother, Lee E. Bronzburg, II, Berwick; a sister, Lori, wife of Larry George, Catawissa; and two nephews: Tyler Capece and Auston Capece, both of Catawissa. There are also several aunts, uncles and cousins.
Funeral services will be held in the Dean W. Kriner, inc., Funeral Home & Cremation Service, 325 Market St., Bloomsburg, 0n Monday, Jan. 6, 20124, at 11 a. m. with Msgr. Robert E. Lawrence, pastor of St. Columba Ctholic Church officiating.. Interment will be in New Rosemont Cemetery, Espy. There will be a time for visitation with family on Sunday from 3-6 p. m.
The family will provide flowers. Memorials may be sent to the Bronzburg-Rose Memorial Fund, c/o First Columbia Bank & Trust Co., 232 East Street, Bloomsburg, PA 17815
Source: http://www.krinerfuneralhomes.com
Miranda Rose
Miranda Rose, age 17, 9 Hollow Road, Catawissa, died early Thursday, December 26, 2013 in an airplane crash in Butler Township, Adams County.
Born on August 10, 1996 at the Bloomsburg Hospital, she was the daughter of Doreen (Artley) Rose, with whom she resided and Michael Pegg, and his wife Kelley, White Haven.
Miranda was a student in the eleventh grade at Southern Area High School, Catawissa. In addition to attending school she had been employed by the Elysburg Rod & Gun Club and at the Arctic Igloo, also of Elysburg.
She was a member of St. Columba Catholic Church, Bloomsburg and a former Girl Scout.
Miranda was very active in her school where she played soccer and basketball. She also was in the school chorus, took part in Encore; the Future Business Leaders of America (FBLA); model United Nations; the yearbook staff; and prom committee.
In addition to attending high school, she was currently taking college courses at Bloomsburg University and Luzerne County Community College.
Miranda was an animal lover and had a good heart. She also enjoyed four wheeling; kayaking; photography and shopping.
Surviving in addition to her parents, is a sister, Megan Rose, at home; her maternal grandfather, Kenneth Artley, and his companion, Mahala Valencik, Catawissa; her maternal grandmother, Virginia M. "Jean" Artley, and her companion, James Hunsinger, Mainville; her paternal grandparents, Thomas and Pat Mohr, Bloomsburg; several aunts and uncles ; and her boyfriend, Bryan Artman, Marion Heights.
Funeral services will be held in the Dean W. Kriner, Inc., Funeral Home & Cremation Service, 325 Market St., Bloomsburg, on Monday, Jan. 6, 2014 at 11 a. m. with her pastor, Msgr. Robert E. Lawrence officiating.. Interment will be in New Rosemont Cemetery, Espy. There will be a time for visitation with the family on Sunday from 3 - 6 p. m.
The family will provide flowers. Memorials may be sent to the Bronzburg - Rose Memorial Fund, c/o First Columbia Bank & Trust Co., 232 East Street, Bloomsburg, PA 17815.
Source: http://www.krinerfuneralhomes.com
BIGLERVILLE, Pa. (WHTM) - The Adams County coroner has identified two people who died in a plane crash near Biglerville last week.
Coroner Patricia Felix said DNA results confirmed the victims are 17-year-old Miranda Rose and 46-year-old Michael Bronzburg, both of 9 Hollow Road in Catawissa, Pa.
Both died of multiple injuries, and their deaths were ruled accidental, according to Felix.
Investigators said the plane, a Piper PA-30 registered to Bronzburg, went down in a cornfield in the 800 block of Old Carlisle Road in Butler Township the morning after Christmas and scattered debris over a quarter-mile.
The plane had taken off from Bloomsburg Airport about 45 minutes earlier.
The News Item of Shamokin reported that Bronzburg and Felix, his girlfriend's daughter, were flying to South Carolina to pick up Bronzburg's 11-year-old twins for the holidays.
Neighbors in the area heard what sounded like engine trouble before the crash, according to police, but federal officials continue to investigate.
The National Transportation Safety Board plans to release a preliminary report this month, but a final report will take a year or more.
Michael Chester Bronzburg, 46, of Catawissa, is believed to be one of the victims from the plane crash Thursday near Gettysburg.
BIGLERVILLE,
Pa. - Authorities in central Pennsylvania say it may take another
week to positively identify the two victims of a plane crash in a
fruit-farming region outside Gettysburg last week.
Adams County Coroner Patricia Felix told The (Bloomsburg) Press Enterprise that an autopsy confirmed that the victims died of multiple injuries.
She said relatives of two people whose IDs were found in the
wreckage provided dental records to authorities last week, but DNA
samples are being tested for positive identification.
Officials said the plane went down near Biglerville about 45
minutes after taking off from Bloomsburg Airport early on the morning
after Christmas.
The
National Transportation Safety Board plans to release a preliminary
report in January, but a final report will take another 12 to 18 months.
---------
GETTYSBURG - The two victims killed in a small plane crash early Thursday near Gettysburg are believed to have been Catawissa residents.
The families of Miranda Rose, 17, and pilot Michael Chester Bronzburg, 46, both of 9 Hollow Road, submitted brief death notices to The (Bloomsburg) Press Enterprise, saying they each died in "a plane crash near Biglerville, Adams County."
Miranda was a junior at Southern Columbia Area School District.
Investigators have not released the identity of the victims, even though autopsies were performed Friday; Adams County Coroner Pat Felix said she is awaiting the results of DNA testing.
However, since Thursday, condolences from friends and family have been pouring onto the Facebook page of Doreen Rose, who is Miranda's mother and Michael's girlfriend.
Efforts to reach Doreen Rose and Lori Bronzburg-George, the pilot's sister, were unsuccessful Sunday, but the women told The Press Enterprise Saturday authorities asked about Bronzburg's dental records and the coroner warned them it didn't look good.
"To see the pictures, you know there was no chance," Bronzburg-George told the Bloomsburg newspaper.
Picking up family
State Trooper Rob Hicks said the 5:30 a.m. crash scattered debris over a quarter-mile area, and the plane was destroyed.
The twin-engine Piper PA30 Twin Comanche took off from the Bloomsburg Airport at 5 a.m., traveled 80 miles and crashed into a field 1.5 miles east of central Biglerville 30 minutes later. The family told The Press Enterprise the two were traveling to South Carolina to pick up Bronzburg's 11-year-old twins, Camden and Harley, for the holidays.
According to reports from The Gettysburg Times, Federal Aviation Administration (FAA) and National Transportation Safety Board (NTSB) personnel placed bright pink flags along a trail of wreckage. No large pieces of debris were visible outside the perimeter authorities established around the crash site.
Autopsies conducted Friday at Lehigh Valley Hospital in Allentown indicated the deaths were caused by "multiple injuries, at this point," Felix told The Gettysburg Times.
The deaths were likely instantaneous, Felix said Thursday. She said retrieval of remains was complete about 4 p.m. Thursday. There were no survivors.
No fire or explosions were reported and it is unclear if weather played a part in the crash.
'Anticipating the worst'
Southern Columbia Superintendent Paul Caputo said the school administrators will meet this morning to discuss the district's strategy when students return to school Thursday.
"As far as we're concerned, it is unconfirmed, but we're anticipating the worst and we want to make sure we have the proper support in place in the event the news is confirmed," Caputo said.
High School Principal James Becker said the school crisis team will likely include four district counselors, a social worker, a psychologist and several administrators who have personal experience with tragedies. They will be available for any student who needs to grieve during the school day.
"We'll have people available and try to make a horrible situation bearable until we get back to some kind of normalcy," he said. "It's not going to be easy."
Becker, who said he would only talk about Miranda's presumed death in an unconfirmed fashion, said the girl was artistic, was involved in school musicals and took photographs for the yearbook. She was a smart student who took honor courses and was taking college courses through Luzerne County Community College.
She was a "bright, young, energetic and lively person," he said. "She had a bright future. She was on her way to do some great things."
Her family told The Press Enterprise she wanted to work as a diplomat in a foreign country or become the first female president of the United States.
Becker said Miranda would always say "good morning" to him in the hallways.
"There was always a pleasantry about her," he said.
Bronzburg, a 1985 graduate of Columbia-Montour Vo-Tech, got his pilot's license and bought his first plane two years ago.
Funeral arrangements for Bronzburg and Miranda have been entrusted to the care of the Dean W. Kriner Inc. Funeral Home & Cremation Service, 325 Market St., Bloomsburg, according to the Bloomsburg paper.
