Saturday, August 17, 2013

Zest Air claims planes ‘safe, airworthy’, surprised over suspension

MANILA, Philippines – Zest Air assured aviation authorities on Saturday that all its aircraft were “safe and airworthy” and expressed surprise at its suspension without being given an opportunity “to properly respond to their issues raised”.

The assurance came a day after the Civil Aviation Authority of the Philippines (CAAP) grounded the budget carrier due to a series of safety breaches, including refueling with passengers on board.

“In response to the order of suspension from CAAP, we are surprised that this was issued without giving us an opportunity to properly respond to their issues raised,” the Zest Air management said in an e-mailed statement.

The CAAP, through Captain John Andrews, its deputy director general, cited a report by its inspectors which showed Zest Air’s continuing violations on air safety standards ranging from the absence of a qualified accountable manager to excessive flight duty time.

In the same statement, however, the management of Zest Air said that it has been “in full cooperation with CAAP in ensuring that the maintenance programs and policies of Zest Air are in place”.

“All findings in CAAP’s letter have already been appropriately addressed and we believe that they do not merit suspension and grounding of our operations,” Zest Air said.

“We wish to highlight and reiterate that all eleven (11) aircraft are safe and airworthy.  We will never risk the safety of our passengers.  The reason why management in the past weeks have decided to voluntarily stop our aircraft from flying is to proactively ensure that any issues discovered, are rectified or properly addressed before we use the aircraft for commercial operations,” it said.

“With due respect to CAAP, our reports on how we addressed the incident in Kalibo reflected this and is confirmed by CAAP inspectors that no maintenance procedural lapses were committed and that the aircraft concerned is not subject to any technical problems,” it said, referring to one of its planes that undershot the runway as it was about to land in Caticlan airport in Aklan in January 2009. A passenger and few airport personnel were injured in the incident that also forced the closure of the airport for more than five hours.

“The incident in Tagbilaran would have been addressed sooner had we not been required to have the maintenance rectification inspected by CAAP personnel.  It is unfortunate that Tagbilaran airport has only one runway and ramp, and this is the reason why the incident snowballed to have affected so many passengers,” it said after its Airbus 320, experiencing technical problems, obstructed the runway.

Zest Air also said that it has an accountable manager – Ambassador Alfredo M. Yao – President and Chief Executive Officer of Zest Air.

“In addition, all our mechanics have valid licenses to perform their jobs despite CAAP’s concern where one of our mechanics did not possess the license physically on him but was stored within the work area.  Furthermore, none of our pilots or crew are exceeding their duty time limitations,” it said.

Zest Air said it would be submitting a copy of the comprehensive improvement program currently being implemented “to provide our passengers an improved experience, product and services”.

“We have been investing significantly in our operations and fleet to further raise the standards of excellence across all aspects of personnel, parts, and maintenance/technical services,” it said.

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Drunk on duty, airport agency staffers sacked

KOLKATA: Never mind if bars were shut on Independence Day. Two employees of Impressions, the Delhi-based facility management firm that is responsible for maintaining Terminal 2 at Kolkata airport, converted a corner of the snazzy terminal into a cozy lounge to enjoy a drink.

The cheeky duo had even covered the nearby CCTV camera with a piece of cloth to avoid being detected, but was unlucky to be spotted by a hawk-eyed Jet Airways pilot who happened to be walking by for an early morning flight from Delhi. Following the insistence of the captain, who also happens to be the chairman of the Airlines Operators' Committee in Kolkata, Airports Authority of India (AAI) was forced to press for action against the two. Impressions sacked them on Friday afternoon.

It was around 1.45am on Friday. Captain Sarvesh Gupta was on his way through the terminal with his co-pilot when he spotted two men hanging around in a corner. Mindful of the stories that were going around of a supervisor reporting on night shift duty after having alcohol, Gupta decided to walk close by to check if there was indeed something fishy.

"When we were close to the duo, I could distinctly smell alcohol in the air. I asked my colleague if he smelt something and he confirmed it was alcohol. When I asked if they had had a drink, the supervisor denied it outright. I asked him to exhale but he inhaled instead. That confirmed their guilt and I called in the CISF personnel to restrain them while word was sent out to the airport manager," Gupta recounted.

Sensing that they were in trouble, the two admitted to the airport manager that they did have a small peg each. The manager was about to let the two walk away after a rebuke when Gupta insisted that proper action be taken against them. He even called the Jet Airways health officer to bring in the breath analyzer so that their guilt could be conclusively proved.

Realizing that the pilot meant business, the manager had the duo escorted to his office, got a breath analyzer test done and reported the positive result to airport director B P Sharma the next day. The latter took up the matter with Impressions, making it implicitly clear that they would not be entertained in the airport. On Friday afternoon, Impressions terminated their services.

Gupta said he has since received a couple of anonymous calls, asking him to recall the complaint so that the two men can be reinstated. Dismissing the threat, the AOC chief said he was glad the airport officials had acted promptly and dismissed the truant housekeeping staff members in 12 hours.


Sex sting snares engineer

An Orlando-based engineer for Lockheed Martin was arrested by Daytona Beach police Friday night and is accused of traveling to have sex with a child.

Daytona Beach police took Donald Champagne, 49, into custody when he arrived at what he thought was a rendezvous arranged online with a 13-year-old girl. The communications had been with an undercover officer posing as the mother of a 13-year-old girl.

Champagne was arrested on charges of using a computer service, using a two-way communication device and traveling to seduce or entice a child into sex, police said.

The police report identified Champagne as a chief engineer and noted that a phone number associated with the company had been used in communications with the undercover officer.

A Lockheed Martin spokesman said Saturday that the company doesn't comment on ongoing police investigations, doesn't comment about the personal lives of its employees and can't comment on Champagne's employment status.

The investigation started Aug. 1 when members of a child exploitation task force had been in an online chat with Champagne, who used the alias "DC" and used a phone number associated with Lockheed Martin, police said.

Champagne had responded to an online ad and began communicating with an undercover officer, who was posing as a mother offering her 13-year-old daughter for sex, police said.

During the online discussions, Champagne discussed explicit details about his plans with the girl and also promised to use condoms so that the girl would not get pregnant, police said.

He told the undercover officer, "I am nice, clean and discreet," police said.

The discussions continued over several days because Champagne was too busy for a meeting, but finally arranged to travel to Daytona Beach on Friday.

Following his arrest, Champagne told police that "he just made a poor decision and he was sorry for what he had done," police said.

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Bradley Aerobat BA-100, N27BD: Accident occurred August 10, 2013 at Skylark Field Airport (KILE), Killeen, Texas

NTSB Identification: CEN13LA478
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 10, 2013 in Killeen, TX
Probable Cause Approval Date: 03/24/2014
Aircraft: DOUGLAS BRIAN G BA-100, registration: N27BD
Injuries: 1 Uninjured.

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

The pilot stated that, during taxi and takeoff, he set the engine fuel mixture control to the full-rich position. While in the crosswind turn, the engine lost partial power, and the pilot made a forced landing in a forested area. Examination of the engine revealed that the No. 1 cylinder’s spark plugs were completely carbon-fouled and that the Nos. 2 through 4 cylinders’ spark plugs were badly sooted. It is likely that the pilot did not properly manage the engine mixture, which led to an over-rich fuel mixture condition during the takeoff and resulted in a partial loss of engine power.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s improper management of the fuel mixture, which resulted in an over-rich fuel mixture condition and a subsequent partial loss of engine power.

On August 10, 2013, about 0927 central daylight time, a Brian Douglas BA-100 airplane, N27BD, was substantially damaged during a forced landing near Killeen, Texas. The pilot, who was the sole occupant, was not injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which departed without a flight plan. The local flight originated from Skylark Field Airport (KILE), near Killeen, Texas, about 0925.

According to the pilot's statement, the airplane departed Runway 01 at KILE and the engine lost partial power while in the crosswind turn. The pilot considered turning back toward the runway, but elected not to because he was concerned that the airplane might enter into a spin. The pilot maneuvered the airplane and made a forced landing, during which both wings were structurally damaged during impact with trees.

Following the accident, the engine and fuel system were examined by an airframe and powerplant mechanic. Both fuel tanks were about ¾ full, with no evidence of fuel contamination. The magnetos and ignition leads were operable. Both spark plugs for the #1 cylinder were completely carbon fouled and the spark plugs for #2-#4 cylinders were significantly sooted. The pilot stated that he had set the engine mixture control to the full rich position during taxi and takeoff for the accident flight. 
NTSB Identification: CEN13LA478
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 10, 2013 in Killeen, TX
Aircraft: DOUGLAS BRIAN G BA-100, registration: N27BD
Injuries: 1 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 10, 2013, about 0927 central daylight time, a Brian Douglas BA-100 airplane, N27BD, conducted a forced landing near Killeen, Texas. The pilot, who was the sole occupant, was not injured. The airplane sustained substantial damage. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which departed without a flight plan. The local flight originated from Skylark Field Airport (KILE) near Killeen, Texas, about 0925.

According to the pilot’s statement and an on-board video, the engine experienced a partial loss of power after takeoff. While executing a crosswind turn, the engine experienced a total loss of power. The pilot maneuvered to execute a forced landing into trees.

A pilot landed in trees after his engine failed this morning.

The Killeen police and fire departments and the Texas Department of Public Safety responded to a 911 call at 9:24 a.m. today in reference to a possible plane crash in the area of Roy Reynolds and Veterans Memorial Boulevard, according to a news release.

As officers were responding, the 56-year-old pilot called 911 and said he landed in trees about 200 meters east of Skylark Airfield. Upon the arrival, officers were unable to see where the plane landed. They searched for several minutes until they heard the pilot, who guided them to his location.

The pilot said he took off from Skylark Airfield when his aircraft experienced engine failure, the release stated. He safely landed the aircraft in a heavily wooded area northeast of the Skylark Airfield, behind the Fast Eddies Tire Repair business. No one was injured.

Footage from within the plane shows the aircraft taking off on the runway in Killeen, Texas, but it soon experiences some technical difficulties.   

From the footage of the different cameras on board, the plane appears to lean heavily to the right as the propeller at the front of the aircraft gradually comes to a halt. 

The pilot is forced to crash land into some trees a few hundred yards from the edge of the Skylark Airfield.  Fortunately the pilot can be seen getting out of the aircraft after the crash and saying "you've just survived a plane crash!"

The Killeen Daily Herald reported that a 56-year-old pilot landed in trees after his engine failed on 10 August. They said that no one was injured in the incident.

Serious aerospace internships recruiting high school interns


By GLENN FARLEY / KING 5 News Aviation Specialist 
Posted on August 16, 2013 at 6:17 PM
Updated yesterday at 6:49 PM

BELLEVUE, Wash. - Planetary Resources is a company that wants to mine asteroids in space.  It's a start-up working out of a small office park in the same city that was once home to a tiny Microsoft.  Commercial space is growing and people here like to think they could grow into a Microsoft-sized mining giant of the extra terrestrial world in the decades ahead.

It's all about looking upward and forward, and there are interns along for the ride.  As competition for the smart minds of the future gets tougher and tougher, companies like Planetary Resources and Boeing are looking for younger people who show promise as full time employees when they leave college in the years ahead.

Aviation High School in the Highline School District is providing six interns to Planetary Resources and four of the nine working at Boeing. That's unusual, as aerospace and engineering interns are more traditionally college-aged, not 16 to 18 year olds in high school.

"We know it's very good for them, but it's very good for us as well,” said Ray Ramadorai, an engineer who is heavily involved in the internship program at Planetary Resources, which also swells with college interns over the summer.

One of the interns back for his second summer recently graduated from Aviation High School.  Jake Hecla says it's one of the factors he believes got him a slot at the Massachusetts Institute of Technology (MIT) this fall. At Planetary Resources he's been involved with protecting electronics in space from the effects of radiation.  He could see himself coming back to Planetary Resources in the future.

"It's much better than a 30 minute job interview,” said Chris Lewicki, Planetary Resources president and chief engineer. "If we can bring someone to the company, spend 10 weeks with them, spend 10 months with them, it's the best job interview you can have."

 Katie McConville is heading into her senior year at Aviation High School.  She interned at Planetary Resources between her sophomore and junior year as a 16 year old and plans to continue her internship part time during the school year.

"It's actually a taste of what the actual job would be,” McConville said.

The internship program at Planetary Resources and Boeing are both paid.

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Great Lakes Airlines faces shortage of pilots

CHEYENNE — A new law upping the number of hours a   person has to fly before they  can be hired as an airline pilot is causing headaches for Great Lakes Airlines.

A spokeswoman for the Cheyenne-based regional airline said the new law, which went into effect Aug. 1, has made it harder for Great Lakes and other regional airlines to hire and retain pilots. Great Lakes services four Wyoming communities: Cheyenne, Riverton, Sheridan and Worland.

Passed in 2010, the Airline Safety and
Federal Aviation Administration Extension Act calls for increased minimum requirements for airline first officers, who used to only need 250 flight hours to be hired. The law was passed in response to a 2009 plane crash in Buffalo, N.Y., that killed 50 people.

Speaking to the Cheyenne Regional Airport Board on Wednesday morning, Great Lakes spokeswoman Monica Taylor-Lee said the law has forced the airline to drop 30 pilots who hadn’t yet accumulated enough flight time.

“We did start planning in  advance and only would hire guys we thought would definitely have the 1,500 hours by Aug. 1,” Taylor-Lee said. “Unfortunately, they were somewhere between 1,450 and 1,499, and July 31 didn’t matter. If they were one hour short, they could no longer fly for Great Lakes, even though they’d been doing it for a year.”

Most of those are now attempting to hit 1,500 hours on their own so they can be hired back on, and a few already have been. But as of Wednesday, Great Lakes was still 15 pilots short and is now seeing higher-than-normal attrition as larger airlines attempt to meet the same requirements.

“All the majors are trying to grab all the guys that have at least 1,500 hours, and they always pick out of the pot of Great Lakes because we have a great training program,” Taylor-Lee said. “So we are experiencing a pretty severe pilot shortage at the moment.”

If the shortage persists, Taylor-Lee said the effect of the new law could result in pre-cancellations and other issues should a pilot call in sick, for example.

“We don’t have an extra pool of pilots for sick calls or delays if they get stuck in Los Angeles due to weather and they’re supposed to finish the flight from Denver to Cheyenne,” she said. “So our operations have been pretty affected for the last couple of weeks.”

Taylor-Lee said another 10 pilots are expected to come back within the next week, which could offset some of the recent attrition. But if that trend continues, it could still pose problems for the airline.

“We’re hoping that the majors will increase their requirements for number of hours … and (stop) taking all the 1,500-hour guys off the street, which are the guys we need now too,” she said.

She added that Great Lakes’ Minneapolis hub is attempting to add “Part 135” operations, which involve planes with no more than nine passenger seats.

Under the new law, Part 135 operations aren’t subject to the 1,500-hour requirement for co-pilots. But so far, Taylor-Lee said, the FAA has been unwilling to allow Great Lakes to simply cordon off seats on its aircraft to fulfill the nine-seat requirement for Part 135.

“They’ve told us we have to actually (physically) remove those seats, which would really hamper our ability to get our airplanes from Minneapolis to our Denver hub,” she said.

Great Lakes is the largest regional carrier in the Essential Air Service program, a federal program that provides small towns across the country with connections to a regional hub airport. In other words, a large portion of Great Lakes’ flights are to and from small towns — otherwise money losing routes that other larger airlines refuse to serve.

Great Lakes isn’t the only regional airline concerned by the new flight-time requirement for pilots. Kelly Murphy, the communications manager for the Regional Airline Association, said regional airlines across the country have cause for concern.

“It used to be when you graduated from a structured aviation program, those kids came out of college with about 300, 400 maybe 500 hours,” Murphy said. “And the concern is now, of course, going through those schools, you have a lot of student loans, and now that you need a minimum of 1,500 hours to get hired with an airline, it’s going to take a while to accrue those hours.”

Some graduates are building those hours by becoming instructors themselves, while others are seeking flight work in industries like agriculture. But Murphy said the 1,500-hour requirement has presented a major roadblock to breaking into the airline industry, which is already anticipated to face significant pilot shortages in the next few decades.

She pointed to one study conducted by the University of North Dakota that predicted a deficit of more than 35,000 airline pilots by 2031, based on the anticipated rates of retirements and new hires.

Murphy noted that the career progression of airline pilots isn’t unlike that of doctors or lawyers. All three fields require a large upfront investment in both time and money, which can pay huge dividends if they stay with the job, with some senior airline captains pulling in more than $200,000 a year.

But with miniscule starting salaries and rising educational costs now being combined with even more onerous job qualifications, Murphy said it’s going to take a concerted effort to convince the next generation of pilots to come aboard.

“There will be a rising need for pilots in the very near future, and for aviation, in particular, it’s a long-term career,” she said. “That’s why we’re focusing on the fact that, as an industry, we need to be talking about the benefits and the great career incentives of being a pilot.”

And even if the major airlines are able to weather the effects of the new law, Murphy said that still doesn’t account for the important role regional airlines like Great Lakes play in the grand scheme of things.

“We actually account  for 50 percent of the air service across America today,” she said. “Half of the commercial services are from regional airlines, so it’s  very important.”


Urban Air UFM-10 Samba XXL, Nevada Aerospace Education Co LLC, N19UA: Accident occurred August 16, 2013 in Carson City, Nevada

NTSB Identification: WPR13FA376 
14 CFR Part 91: General Aviation
Accident occurred Friday, August 16, 2013 in Carson City, NV
Probable Cause Approval Date: 10/19/2015
Aircraft: URBAN AIR SRO SAMBA XXL, registration: N19UA
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.

During the local area personal flight, the sport pilot/owner was seated in the right seat, and a student-pilot-rated passenger was seated in the left seat. Data downloaded from a GPS unit on board the airplane showed that the airplane departed from the airport and climbed to an altitude of about 3,000 ft above ground level while maneuvering. The airplane then made a 180-degree turn followed by a rapid, near-vertical descent to ground impact. 

The wreckage was located on flat open terrain. The airplane was intact, lying flat on its belly with the landing gear collapsed underneath the fuselage, consistent with impact in a flat spin. Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunction or failure that would have precluded normal operation. Based on the GPS tracking data and the condition of the wreckage, the pilot likely failed to maintain adequate airspeed, which led to the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall that developed into a flat spin, which the pilot was unable to recover from before ground impact. 

The airplane was equipped with a ballistic recovery system parachute that was not deployed before impact. The parachute system manual states the following: 1) position the activation handle such that it is reachable by the occupants of both seats; 2) remove the handle's locking pin before flight; and 3) inform all passengers of the operation of the system. Postaccident examination found that the locking pin, which was equipped with a red warning flag, was secured in the parachute activation handle. The handle was located on the lower left side of the instrument panel (beneath the flight instruments) and was only readily accessible to the left seat occupant. It is unknown if the passenger in the left seat was aware of the parachute system and its operation. Had the parachute been activated, the accident may have been survivable. 

The pilot's autopsy revealed that he had a low-grade malignant lymphoma and a brain tumor. He also had a history of depression, which had been well controlled with medication. After a review of the pilot's medical history, autopsy, and toxicology findings, the investigation was unable to determine if medical impairment contributed to the loss of airplane control. 

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

The pilot's failure to maintain adequate airspeed while maneuvering, which led to the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall/spin. Contributing to the accident was the improper location of the parachute activation handle and the pilot's failure to remove the handle's locking pin before flight.

***This report was modified on October 14, 2015. Please see the docket for this accident to view the original report.*** 


On August 16, 2013, about 1600 Pacific daylight time, a special-light sport airplane (S-LSA), Urban Air SRO Samba XXL, N19UA, collided with flat desert terrain about 20 miles east of Carson City, Nevada. The airplane was operated by the owner under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. The sport pilot and passenger were fatally injured; the airplane was substantially damaged. The flight departed from the Carson Airport, (CXP), Carson City, Nevada, at an undetermined time. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed.

According to a deputy from the Lyon County Sheriff's Department, a call had been received from a motorist, who had observed the airplane wreckage from the road. The motorist indicated that the accident site was a mile inland, and two people were on board. The accident location was described as flat desert terrain.


Sport Pilot (right seat)

The pilot, age 72, was a sport pilot, and had been issued a Federal Aviation Administration (FAA) form 8710-2 student pilot certificate on July 7, 2011, with no limitations; the expiration date was July 31, 2016. A review of the pilot's logbook by the National Transportation Safety Board investigator-in-charge (NTSB IIC) revealed that the pilot logged 80.1 hours as of January 3, 2013. The NTSB IIC estimated his total time from January 3 to August 14, 2013, as 47.7 hours. The pilot's estimated total time was 128.8 hours, with 79.1 hours in the accident airplane make and model. The pilot's logbook endorsements included an initial solo endorsement dated September 30, 2012, and his sport pilot airspace and airspeed endorsements were dated April 23, 2013.

Student Pilot-rated passenger (Left Seat)

According to the Federal Aviation Administration (FAA) airmen medical records in Oklahoma City, Oklahoma, the 63-year-old student pilot-rated passenger had been issued a medical certificate on June 15, 1983, and it listed his total flight time as 12 hours with 0 hours accrued in the 6 months prior to the medical certificate application. On the pilot's most recent medical application dated March 10, 1987, the pilot listed his total hours as 0, with 2 hours accrued in the previous 6 months.


The two-seat, low-wing, fixed-gear airplane, serial number SA XXL 79, was manufactured in 2008. It was a fiberglass/carbon-fiber constructed airplane with side-by-side seating. The airplane had been powered by a Rotax 912ULS 100 hp engine, and equipped with a Woodcomp SR200 propeller.

According to the airframe logbook, the last entry dated May 29, 2013, reported a total time of 210.7 hours. A review of the engine logbook showed an entry dated June 29, 2013; total time on the engine was reported as 229.4 hours. The entry was for a 25-hour service that included an oil and filter change.

In the airplane operating manual, under AIRCRAFT DESCRIPTION, it stated that the airplane was not approved for aerobatic operation. There was also a WARNING that stated that aerobatics, intentional spins, and stalls were prohibited. Identified under MISCELLANEOUS EQUIPMENT, the airplane manual indicated that in addition to standard equipment, the airplane may be equipped with a ballistic rescue system supplied by GALAXY/BRS (Ballistic Recovery System)/STRATOS. The accident airplane had been equipped with a Magnum 601 serial number 040 S-LSA ballistic recovery system.

According to the Magnum manual Part 2, Use of the Rescue System, this section reported situations when it is possible to use the rescue system. One such situation was "a loss of piloting control on other reasons." The minimum recommended effective altitude for activation of the parachute was listed as 200 meters (656 feet), at a maximum airspeed of 180.2 miles per hour. The manual also indicated that before flight the pilot was to unlock the activation handle by removal of the locking pin and inform passengers of the operation of the parachute system.

Section 6.2 of the manual titled Location of the launching handle of the rescue system Magnum, it stated that the handle must be reachable by both pilots and visible in their peripheral vision. The best identified position for pilots seated next to each other was proved to be in between both pilots by the instrument panel. There were two ATTENTION! notes; the first one reported that the activation handle must be easily accessible, graspable, and not near another adjusting element of similar form in order to avoid confusion and unintended activation of the rescue system. The other attention note indicated that "Before the flight unlock the rescue system! [Immediately] after the flight do lock it!"


The airplane was located intact, lying on its belly with the landing gear collapsed underneath the fuselage on the flat open desert terrain. The engine had been displaced with the nose positioned slightly downward. All flight control surfaces were accounted for. The entire horizontal stabilizer had separated from the aft empennage and lying on the ground directly below the vertical stabilizer. Immediately behind the wreckage was a short distance of ground disturbance.

FAA inspectors responded to the accident site and reported that the pilot and passenger remained in their seats secured by their seatbelts. They further reported that the parachute locking pin, with red warning flag that read "Warning! Remove Before Flight," was secured in the parachute activation handle inside of the cockpit. The parachute activation handle was physically located on the outboard left section and underneath the instrument panel.


A postmortem examination was conducted on the sport pilot on August 16, 2013, by the Washoe County Medical Examiner's office, Reno, Nevada. The cause of death was listed as multiple injuries due to blunt force trauma. Additionally, the autopsy identified a low-grade malignant lymphoma, and a 2 cm right occipital brain tumor.

The FAA's Forensic Toxicology Research Team, CAMI, performed forensic toxicology on specimens from the pilot. The results were negative for carbon monoxide and volatiles; cyanide screening was not performed. The specimens were positive for tested drugs; Paroxetine detected in urine, but not detected in blood (cavity), Ranitidine detected in blood, but not detected in blood (cavity). Ranitidine is a non-sedating acid reducing medication commonly marketed as Zantac. Paroxetine is used for treatment of depression.

Review of the pilot's personal medical records by the NTSB medical officer identified that the pilot had been prescribed paroxetine for treatment of depression. Paroxetine is an antidepressant medication marketed as Paxil. Patients are cautioned about operating hazardous machinery, including automobiles, until they are reasonably certain that it did not affect their ability to engage in such activities. The records documented recent examinations in April and June of 2013, which reported that the pilot had no recent abnormal neurological findings and stated his depression was well controlled with paroxetine. Additionally, the pilot reported fatigue, but testing was unable to identify a source of his symptoms.


A postaccident examination of the airplane and engine was performed at Air Transport, Phoenix, Arizona, on September 19, 2013. There was no evidence of a pre impact mechanical malfunction that would have precluded normal operation of the airplane or engine. The examination report is attached to the public docket for this accident.

Flight control continuity was established from all the flight control surfaces to the cockpit. The parachute had not deployed, and the cable remained connected; the parachute locking pin with warning flag remained inserted into the parachute activation handle.

A visual examination of the engine revealed no obvious holes in the engine case. The engine remained attached to the engine mounts and firewall. Drive and valve train continuity were established throughout the case; thumb compression was obtained in all cylinders in firing order, via manual rotation of the engine.

The propeller assembly remained connected to the engine via the crankshaft. One of the three propeller blades remained connected to the propeller hub, the other two propeller blades separated at the hub. All three of the propeller blades remained relatively undamaged with the exception of one of the separated propeller blades had a broken tip.

A Garmin GPSMap 496 device was shipped to the NTSB Vehicle Recorder Division in Washington, DC, and was downloaded by a vehicle recorder specialist. The specialist was able to download 35 sessions (flights) from June 29, 2013, through August 16, 2013, which included the accident flight. There were 92 data points extracted that began at 1600:28 and ended at 1611:29.

At 1600:28, the reported altitude was 5,610 feet and 0 knots. The data showed a square flight pattern, with a departure toward the south. The data indicated that the airplane made a left turn, and at 1611:29, the track terminated at an altitude of 4,272 feet at 0 knots, at a location consistent with the accident site. At 1609:08, the reported altitude was 7,743 ft. at 88 knots. Approximately 39 seconds later, the airplane reached an altitude of 7,579 feet at 76 knots. For the next minute 42 seconds, the data points continue to decrease in altitude and groundspeed. At 1610:34, the airplane was at an altitude of 6,998 feet and a groundspeed of 29 knots. Six seconds later the airplane had descended to 6,339 feet, and the groundspeed was 16 knots. Eight seconds later the airplane was at an altitude of 5,476 feet at a groundspeed of 9 knots. During the last 41 seconds the data points indicated that the airplane descended to 4,272 feet, and the recorded groundspeed was 0 knots. A detailed report is attached to the public docket for this accident.


According to 14 CFR Part 301-303, as it pertains to sport pilot, the sport pilot needs only a valid driver's license, and should "not know or have reason to know of any medical condition that would make that person unable to operate a light-sport aircraft in a safe manner."

NTSB Identification: WPR13FA376 
14 CFR Part 91: General Aviation
Accident occurred Friday, August 16, 2013 in Carson City, NV
Aircraft: URBAN AIR SRO SAMBA XXL, registration: N19UA
Injuries: 2 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 August 16, 2013, about 1600 Pacific daylight time, a special-light sport airplane (S-LSA), Urban Air SRO Samba XXL, N19UA, crashed under unknown circumstances about 20 miles east of Carson City, Nevada. The airplane was operated by the owner under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The sport pilot and student pilot-passenger were fatally injured; the airplane was substantially damaged. The flight departed from the Carson Airport, (CXP), Carson City, Nevada, at an undetermined time on August 16. Visual meteorological conditions prevailed for the flight and no flight plan had been filed.

According to a deputy from the Lyon County Sheriff's Department, a call had been recieved from a motorist, who had observed the airplane from the road. The motorist indicated that the accident site was a mile inland, and two people were on board. The accident location was described as flat desert terrain.

The pilots and airplane were not subject to an Alert Notification (ALNOT), nor was the emergency locator transmitter (ELT) activated.

The airplane was recovered for further investigation.

Paul's accident:
On Friday morning August 16th around 830am, Paul Guttman and good friend and aviation partner Bill Bohn departed Carson City Airport in their Light Sport Aircraft Samba, N19UA. Their intent was to fly to the dry lake bed "Misfit Flat" near Dayton Nevada and practice standard aircraft maneuvering. Paul made routine radio calls between 830am and 9am time-frame. Paul had intended to be back on the ground in Carson before lunch time. For reasons we do not know, and most likely will not know until the NTSB publishes a report about the incident, the aircraft went down on the dry lake bed. Paul's plane was discovered by someone later that day around 330pm in the afternoon and reported to the Sheriff's office. While the plane was equipped with a "ballistic parachute", it was not activated indicating that they were not able to react to the situation.

Paul and Bill were passionate aviation enthusiasts and careful pilots. Their presence in our lives will be terribly missed.

Source:   Friends of Dr. Paul Guttman -

Dr. Paul Henry Guttman, Jr. 

Family, Friends and the many who Paul reached and benefited remember his passion for practical acts of kindness and utility, his excitement for sports of land, sea and air, his dedication to his patients over decades of practice as a physician, his unwavering support for his children and fondness for his family, his vision as a man of business, community organizer, teacher, philanthropist and lifelong learner.

Dr. Paul Henry Guttman, Jr. is survived by his brother Alan, his sons Erik and Mark and daughter Sarah, his grandchildren, nephews and nieces and wider family.

Memorial services will take place at Oakmont Memorial Park, Lafayette, CA at 11:00am on Friday August 30.

Memorial donations may be made to Space Science for Schools,


Guest Book:

William Randall Bohn 

Feb. 17, 1950

Aug. 16, 2013

To say Bill Bohn lived life with inspired enthusiasm would be an understatement. William Randall Bohn was born in Missouri on February 17, 1950. After his father passed way he relocated to southern California. When Bill headed to college he was determined to become an architect. But the innovative freedom of industrial design drew him instead to the Art Center College in Pasadena, where he secured a degree in transportation and product design. Somewhere in our lives we have probably been influenced by Bill's creativity: he worked for the Airstream Corporation, designing interiors for their iconic trailers. Bill then embarked on a career many of us would call a dream job. He spent the next 18 years working for Walt Disney's WED Enterprises as an imagineer. His varied projects included design for Disneyland, Disney World, Epcot Center, Disneyland Paris, and Tokyo DisneySea. He went to become the senior industrial designer for Walt Disney Imagineering in Glendale, CA, working on such large-budget projects as the Indiana Jones Adventure rides and Disney's Animal Kingdom.

His many design contributions to Disney projects were numerous and full of familiar names, but his loftier passion for design was for smaller settings. The finite spaces of yacht and airplane interiors presented a particular aesthetic challenge which appealed to Bill. He was commented in an interview that "aircraft and yachts are the pinnacle of environmental design." Combining large-scale with small projects, Bill's consulting business spanned even farther into the realm of transportation, working on hybrid electric trams, light rail projects, taxi design, and more. His love for the efficient use of space fueled a very imaginative career; his love of fuel and asphalt spurred his vintage auto racing. And a desire to explore the space above our heads motivated him to pursue his pilot's license.

Bill and wife Eileen spent many hours exploring their cherished Tahoe environment, enjoying many miles on cross-country skis, bicycles, kayaks, and taking hikes with their dog Levi. Bill was involved in many social events in the Tahoe area, including the Lake Tahoe Summerfest Board of Directors and Sierra Nevada College Community Outreach Board. Bill fervently encouraged everyone to pursue their passion and to think outside the box. His energetic passion for his work and his appreciation for the gorgeous world around him made you want to spend more time with him.

Bill passed away Friday, August 16, 2013, in a small plane accident. We would never want to miss a minute with this wonderful husband and friend, but we are so grateful he was doing something he loved, exploring space. Bill is survived by his wife, Eileen Bohn; brother Jeff Bohn (Jan); sister Suzie Mills (Terry); daughter Gabrielle Fueyo Aura (Ryan); and cousin John Bohn (Rhonda). He is predeceased by his parents, William Kasper Bohn and Donna W. Weeks.

A celebration of Bill's life was held in Incline Village. In lieu of flowers, please remember Bill by donating to the charity of your choice .

Online condolences may be expressed in the Book of Memories at


Urban Air Sro SAMBA XXL (N19UA) on Misfit Flats near Stagecoach

UPDATE: Lyon County Sheriff's Office (LCSO) officials are releasing the names of the two people killed in Friday's small plane crash at Misfit Flats. They name the victims as 72-year-old Paul Guttman and 63-year-old William Bohn.

According the FAA Registry website, the plane is registered to Nevada Aerospace Education Company, LLC in Incline Village. The Aircraft Owners and Pilots Association (AOPA) website lists Nevada Aerospace Education Company, LLC as having a managing member
named Paul H. Guttman, MD.
UPDATE: Lyon County officials confirm the bodies of two people were found inside the wreckage of a plane which crashed at Misfit Flats near Stagecoach.

RENO, Nev. -- Lyon County Manager Jeff Page confirmed to KOLO 8 News Now a plane crashed in Lyon County in the Stagecoach area.

The Federal Aviation Administration's Ian Gregor says it was a single-engine Urban Air Samba XXL plane that crashed under as-yet unknown circumstances. In an email, Gregor says, "Local authorities are reporting that two fatalities were found in the wreckage," however, he emphasized confirmation of fatalities would have to come from "local authorities."

Despite several calls, no Lyon County Sheriff's Office officials have returned phone calls.

According to Gregor, a driver in the area spotted the wreckage Friday afternoon.

According to the FAA Registry website, the plane is registered to Nevada Aerospace Education Company, LLC in Incline Village.

Little additional information is available at this time. KOLO 8 News Now has messages in to Lyon County Sheriff's Office officials, stay with KOLO 8 News Now for the latest information.

Story, Photos and Comments/Reaction:

CARSON CITY, Nev. ( & KRNV) – A small plane has crashed 25 miles east of Carson City in Lyon County. 

According to Ian Gregor of the FAA the plane went down late Thursday or early Friday in Misfit Flats in Stagecoach, Nevada . A motorist driving by the crash site discovered the plane around 3:30 pm Friday afternoon.

The plane is single-engine Urban Air Samba XXL.The tail number is N19UA, which is registered to a company in Incline Village.

Lyon County Police has confirmed two people were found dead on the plane and their names are being withheld pending notification of the next of kin.

The FAA and NTSB are investigating the crash.

Story, Video and Comments/Reaction:

Menomonie Municipal Airport (KLUM) runway closures begin next month for lighting upgrades

Menomonie Municipal Airport 
All runways closed: Sept. 21 to Oct. 5. 
One runway closed: Sept. 3-20 and Oct. 6-24. 

MENOMONIE — The Menomonie Municipal Airport is scheduled to close down partially for the next two months — completely for about two weeks — this fall for a $690,000 runway upgrade.

The project calls for replacing current runway lights with LED lights to save energy. The north-south runway is scheduled to be closed from Sept. 3 to 25.

Both the north-south and the east-west runways will be closed from Sept. 21 to Oct. 5.

The east-west runway is scheduled to remain closed from Oct. 6 to 24.

The dates are tentative and will be updated if there are changes, Menomonie public works director Randy Eide said.

“It’s needed,” Eide said of replacing the lights. “Some lights have been going out in places. It is the original lighting.”

Eide said he can’t recall the airport being completely shut down on any previous occasion.

“We’re trying to get the word out so pilots know,” Eide said. “In the end there will be a more reliable lighting system.”

Directional and informational signs for pilots also will be updated as part of the project.

Both runways will be shut down because they cross each other. Shutting them down simultaneously allows work, being conducted by J & L Steel & Electrical Services of Hudson, to be done more safely and quickly.

The city will pay $25,500 toward the project. The state will pay that same amount, with the remaining $638,000 to be covered by federal money.

During runway closures, pilots are advised to use Chippewa Valley Regional Airport in Eau Claire or Boyceville Municipal Airport.


Airport authority surprised by resignation: Joseph A. Hardy Connellsville (KVVS), Pennsylvania

The abrupt resignation of longtime Fayette County Airport Authority member and current Chairman Fred Davis shocked authority members and Fayette County commissioners.

Davis told commissioners and fellow authority members in a letter earlier this week he would end his tenure on the authority as of Friday.

“I didn't know anything or hear anything about Fred's resignation before it happened,” said authority member Jesse Wallace, who is superintendent of the Laurel Highlands School District. “We didn't share any conversations about it.

“It was very surprising to me,” he added. “I always thought that the Joseph A. Hardy Connellsville Airport was a big part of Fred's life. I believe he had been an authority member for more than 20 years, and Fred is also a pilot.”

Fayette County Commissioner Angela Zimmerlink agreed, adding that she received a copy of the resignation letter on Wednesday, which Davis had sent to Fayette County Commission Chairman Al Ambrosini.

“Due to a not unanticipated increase in my off airport obligations and the amount of time they would consume, I cannot continue to commit the hours that I feel are required to support both the position of chairman or even board member,” Davis wrote in the letter.

“Therefore with regret, I resign from the Fayette County Airport Authority effective 11:59 p.m. Friday, Aug. 16,” he continued. “Thank you for the opportunity to have served the community.”

Davis and Ambrosini could not be reached for comment on Friday.

Zimmerlink said the county commissioners will need to fill the vacant seat on the airport authority.

The county will solicit letters from individuals in the community who are interested in serving on the authority, according to Zimmerlink.

Candidates will be interviewed, and an individual will be appointed to serve the remainder of the term, she said.

Ambrosini said earlier this week that commissioners would likely advertise the opening and begin interviewing possible replacements. He said he would like commissioners to vote on a replacement as early as next month.

John “Bud” Neckerauer, airport manager, said Davis, a Dunbar resident and a retired engineer from E.W. Bowman in Uniontown, has been conducting consulting work.

“I really don't know the details of his consulting work, but apparently Fred didn't feel that he had enough time to do both,” Neckerauer said.

The resignation of Davis occurs months after former chairman and authority member Terry “Tuffy” Shallenberger resigned. Former airport manager Mary Lou Fast resigned from her position before Shallenberger's resignation.

In recent months, the airport has been mired in financial problems and faced an operating deficit. For the past two years, the Federal Aviation Administration has continued to cite the airport for safety and other ongoing deficiencies that could jeopardize federal funding.

The authority's next regularly scheduled meeting is Wednesday.


Federal Aviation Administration: Fix faults - Joseph A. Hardy Connellsville Airport (KVVS), Pennsylvania

The Fayette County Airport Authority's existing and future federal funding will remain in jeopardy until the authority resolves various ongoing safety concerns and deficiencies cited by the Federal Aviation Administration.

Debbie Roth, manager of the FAA's Airports Division, sent a letter dated July 26 to the Fayette County commissioners and airport authority members outlining the deficiencies and action that needs to be taken to resolve the ongoing problems at the Joseph A. Hardy Connellsville Airport.

In the letter, Roth said the FAA has repeatedly advised the airport authority of its obligation to take the necessary corrective actions but has not received a “timely acceptable response.”

“The continued unauthorized uses of airport property and the failure to collect rent, signifies potential violations of the Fayette County Airport Authority's federal obligations grant assurances,” Roth said. “Such violations could jeopardize existing and future FAA funding to support airport projects.”

John “Bud” Neckerauer, airport manager, said he has been working with authority members to resolve the deficiencies.

“We're bringing everything into compliance,” Neckerauer said. “The FAA isn't going to shut down the airport.”

Although the authority originally had 15 days to respond to the FAA concerning the deficiencies, Neckerauer said the authority has been granted a 30-day extension.

“We're taking photos that will be sent to the FAA to show them that the airport is coming into compliance with their requests,” he said. “We hope to have all of the deficiencies resolved soon.”

Fayette County Commissioner Angela Zimmerlink said she is concerned about the issues because the first FAA deficiency letter was sent to authority members in July 2011.

“While the FAA continues to work with the authority, giving them more time to come into compliance, there are still open FAA safety concerns and the county's grant funding remains at risk,” she said.

Zimmerlink said she is also concerned about the conditions at the Joseph A. Hardy Connellsville Airport and recent reports of operating deficits of more than $100,000.

“The FAA deficiency letters and poor financials speak for themselves and reflect poorly on all authority members,” she said.

“The commissioners allocated money from our county budget and Marcellus shale money to the airport, and it is a county airport, so for anyone to cut the authority members slack and tell me that the county airport is none of my business is part of the problem — not the solution,” Zimmerlink added.

During recent FAA inspections, Roth said inspectors observed many uses of airport property and unacceptable storage in airport hangars and other deficiencies.

Those findings are as follows:

• Some of the hangars located on either side of the terminal building (north and south hangars) are used and occupied by non-aeronautical users. These hangars in question may be used temporarily for non-aeronautical use providing that it is compatible with the airport, and the airport sponsor collects fair market value rent.

• Other hangars currently housing aircraft on the airport also have been non-aeronautical equipment such as automobiles, an RV and other equipment stored in the hangars. The FAA strongly urged the authority to take the necessary steps to remove such items from hangars since airport hangars must not be used as an automobile garage parking space or storage.

• The WSW Holdings, Inc., hangar by Taxiway “F,” currently stores artificial turf that has no aviation-related mission. Since the lease is about to expire soon, the FAA says the authority should explore the possibility to utilize the areas for an aeronautical business having a direct aviation need.

• A parked trailer and a mailbox on concrete block is located beyond the hangar building, which sticks out into the taxiway and may be well within the protected surfaces. The FAA requested that the authority remove and relocate the trailer and mailbox to an appropriate location, since it “poses a potential safety concern and risk.”

• Anyone using Airport Road could unintentionally or intentionally drive onto the airside of the airport. There is no security gate that would stop vehicles or anyone from getting on Taxiway F and other parts of the airport. This could be a safety and security issue at the airport. The authority should attempt to secure funding for a fencing/gate project to lockout unauthorized entities from entering the airside area.


Monterey Peninsula Airport District could pay environmentalists $1 million in attorney fees

The Monterey Peninsula Airport District will likely end up paying more than $1 million to the other side's lawyers as a result of a two-year legal battle with environmentalists.

The district agreed to pay the attorney fees of the Highway 68 Coalition as a result of a settlement of a lawsuit reached Wednesday over environmental issues surrounding plans to add safety features to the airport, including a federally mandated feature that would prevent landing aircraft from overshooting the runway.

The district paid coalition attorneys $463,000 the first time a judge sided with the group, and the amount will likely be similar this time, said a coalition attorney and the airport's general manager.

The airport district has yet to determine the exact amount it would pay.

The figure does not represent the money paid to the district's own attorneys or other costs associated with the legal battle. Airport manager Tom Greer put that amount around $200,000.

The first time the district paid coalition attorneys, the money came from the passenger facility charge, not its general budget.

District board member Mary Ann Leffel said she was unsure if the Federal Aviation Administration grant financing the safety improvements could be used for the fees.

She said the passenger charge, an FAA program that allows the airport to collect up to $4.50 for every passenger, is typically used for improvements.

Alexander Henson, attorney for the coalition, said Thursday  the lawsuit and settlement were the result of errors on the district's part at the start of the project.

"Essentially, someone made the decision, 'We don't really want to be clear on what we are doing,'" he said.

At issue was the district's original plan for the project and environmental impact studies that Henson said did not properly explain plans for a new access road, extension of a runway plateau or the movement of more than 140,000 cubic yards of dirt needed for a crash pad.

Twice, Monterey County Superior Court Judge Lydia Villarreal agreed with different aspects of the coalition's argument, sending the district back to the drawing board.

Henson said he was unsure who made the decision to leave some details out of the environmental reports, but he suggested it came from the district's consultant, Coffman & Associates in Kansas City, Mo.

Calls to Coffman & Associates were not returned, but Greer said the district said the airport consultant did "an outstanding job" and so did the board of directors.

"We have a pretty strong position that the district had a very solid, very competent, very responsive project going in there," Greer said. "We can't speak to the lawsuit or the court's decision at this point in time."

Greer said the project would result in 100 to 150 highly skilled labor jobs. 


Friday, August 16, 2013

Plane makes emergency landing at Vandenberg Air Force Base, one passenger parachutes to ground

Vandenberg Air Force Base's Airfield Operations team supported an emergency landing of a Cessna 206 on the runway at the base Thursday afternoon.

According to the report, four local residents were on board when the aircraft landed. One crew member jumped out of the aircraft around 2,000 feet, pulled his reserve chute and landed safely near the airfield at Vandenberg.

"A base member saw the parachutist land near the airfield," said Lt. Col. Dieter Haney, Operations Support Squadron commander. "He did the right thing, followed standard protocol and turned the individual over to the Security Forces."

According to Anthony Galvan, transient alert and maintenance member for United Paradyne, this is not the first time this aircraft had an emergency landing on Vandenberg's runway.

"This is the second time that this same aircraft has landed here," Galvan said. "A few years ago it called in for an emergency landing for the same issue — a blown engine."

According to Galvan, the pilot managed to provide a safe, smooth, yet unpowered landing.

The 30th Space Wing emergency response team reported no injuries or any damage to the runway.

The aircraft is part of Sky Dive Santa Barbara and typically operates out of the Lompoc Airfield. Members from the Lompoc Airfield are scheduled to disassemble the Cessna and transport the aircraft off base early next week.


Piermont Fire Department: Local and state emergency responders will take part in a simulation of a plane landing with a high number of casualties on the Hudson River

Piermont Pier will be closed to all non-emergency vehicles Saturday, but not for the summer motor vehicle free day some expected.

Though emergency personnel and vehicles will be on the pier and in the area, it will not be the emergency it seems, either.

The Piermont Fire Department will host the simulation of a plane landing in the Hudson River with "mass casualties" Saturday involving local volunteers and state agencies from New York and New Jersey. The drill will be staged from Piermont Pier between 10:30 a.m. to 3:30 p.m.

The drill comes less than a month after multiple agencies worked together to respond near when a speedboat crashed into a construction barge near the Tappan Zee Bridge near Piermont July 26, killing two passengers and injuring four other people aboard. 


Emergency Training Exercise at Jamestown Regional Airport (KJMS), North Dakota

JAMESTOWN - Local emergency response agencies will participate in a full scale training exercise at Jamestown Regional Airport on Monday, August 19th. The exercise is designed to test the airport's emergency operations plan and resource capabilities as well as the response capabilities of local response agencies in the event of an aviation-related accident.

Local emergency response agencies will respond and volunteers pretending to be victims will be treated for fake injuries. Some of the victims will be transported via ambulance to Jamestown Regional Medical Center where a secondary emergency exercise will also be taking place. The event will not be real; however, the simulated response will be as realistic as possible.

The exercise will start at about 6:30 p.m. Monday evening and will take place mainly on Airport property. Emergency response vehicles utilized during the exercise will be pre-staged at the Jamestown High School parking lot. Response agencies will be responding with lights and possibly sirens. All normal traffic rules will be followed during this exercise.

For safety reasons and to avoid traffic congestion, law enforcement officials will be restricting airport access to only emergency response vehicles and personnel as well as those having a specific need to be on airport property. Airport access restrictions will be in place for the length of the exercise which is scheduled to end at about 8:30 p.m.

Those organizations participating in the training exercise include: Jamestown Regional Airport, Great Lakes Airlines, Jamestown Police Department, Stutsman County Sheriff's Office, ND Highway Patrol, Jamestown Fire Department, Jamestown Rural Fire Department, Jamestown Area Ambulance, Jamestown Regional Medical Center, Central Valley Health District, American Red Cross, The Salvation Army, Stutsman County Communications, and Stutsman County Emergency Management.

-information provided by Jerry Bergquist, Stutsman County Emergency Mgr.


No need for more communication regulations: Saskatchewan pilots - Response follows Transportation Safety Board report into St. Brieux crash

Saskatchewan pilots don’t see the need for increased communication rules in the province despite a deadly two plane crash last year.

The two planes crashed mid-air near St. Brieux killing all five people aboard the two aircraft including 11-year-old Wade Donovan.

A report by the Transportation Safety Board (TSB) said the two planes likely didn’t see each other until it was too late. Both aircrafts were flying under visual flight rules – meaning they were relying on sight alone to spot other aircraft – but their positions would have made it difficult to see each other.

The report said both planes were seen on air traffic control but they weren’t required to communicate.

Planes are only required to communicate with air traffic control if they are flying above 12,500 feet, according to Regina Flying Club spokesperson Tom Ray. The two planes were flying at 4,500 feet.

“Not only are they not reachable by radar at those low levels when they’re out there’s no requirement either,” Ray said.

However, despite the fact that roughly 90 per cent of Saskatchewan is uncontrolled airspace, Ray doesn’t think panic or mandatory radar coverage and communication are necessary.

“The incident that did happen is so extremely rare and unfortunate but there just isn’t enough traffic in Saskatchewan to worry about radar coverage,” he said.

The TSB recorded 17 mid-air collisions in Canada over the past decade. Eight involved formation flying, three were in practice training areas and six were in uncontrolled air space like the St. Brieux accident.

Globally most collisions occur during takeoff and landing where the concentration of planes is much higher.

In Canada planes that carry at least 15 passengers must have collision avoidance systems. Both planes were smaller but were equipped with passive collision avoidance systems. Investigators could not determine whether they were on or working at the time of the crash.

Ray said the best safety procedure for pilots is to see and be seen.

“See and be seen,” he said. “There’s nobody to talk to out there, there’s nobody that’s going to give your position off radar. It’s just you have to keep a good look out.”


Cessna 206 Super Skywagon, Skydive Iowa, N2070K: Accident occurred August 16, 2013 in Brooklyn, Iowa

NTSB Identification: CEN13LA500
14 CFR Part 91: General Aviation
Accident occurred Friday, August 16, 2013 in Brooklyn, IA
Probable Cause Approval Date: 08/07/2014
Aircraft: CESSNA 206, registration: N2070K
Injuries: 1 Fatal,1 Uninjured.

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

Before departure for the positioning flight, the pilot was told that an observer/passenger would be joining him for the flight. The airplane, which was typically used in skydiving operations, had its right cabin door removed, and a fabric roll-up jump door had been installed; it was not closed during the flight. The pilot reported that the passenger sat behind him on the right side of the airplane and that he heard him attach his seatbelt. During the flight, the passenger moved forward in the cabin, which resulted in the passenger's reserve parachute inadvertently deploying and the passenger being pulled through the open jump door. The passenger hit the doorframe, and the parachute became entangled with the empennage, which resulted in a loss of airplane control and a subsequent aerodynamic stall. The parachute eventually separated from the empennage, and the pilot was able to regain control of the airplane and land it without further incident. A postaccident examination revealed that the passenger had inadvertently attached his seatbelt to the handle that released the reserve parachute. Therefore, the reserve parachute deployed when the passenger moved. The pilot did not conduct a safety briefing before the flight; however, the improper routing of the seatbelt may not have been identified even if he had conducted a safety briefing. Additionally, if the jump door had been closed, it is likely that the passenger would not have been pulled out of the airplane.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The improper routing of the seatbelt, which resulted in the inadvertent deployment of the reserve parachute, and the open jump door, which allowed the passenger to be pulled from the airplane.

On August 16, 2013, about 1730 central daylight time, a Cessna 206 airplane, N2070K, was damaged inflight near Brooklyn, Iowa. The commercial pilot was not injured; however, the passenger was fatally injured. The airplane was registered to Brooklyn Air Inc., and operated by Skydive Iowa Inc., under the provisions of 14 Code of Federal Regulations Part 91 as positioning flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight originated from Skydive Iowa Airport (09IA), Brooklyn, Iowa, and was en route to Grinnell Regional Airport (KGGI), Grinnell, Iowa.

According to the pilot, the purpose of the flight was to position the airplane to Grinnell, Iowa, so that maintenance could be conducted. After starting the airplane engine and preparing to taxi, the pilot was notified by the company tandem master that a passenger would be joining him for the flight to Grinnell as an observer. Both the pilot and passenger were wearing parachutes, as required by the company policy. The airplane was used in skydive operations and the right-side, cabin door had been removed.

The pilot reported that the passenger boarded the airplane, took a seat on the right side of the airplane, behind the pilot, and fastened his seatbelt. He stated that he did not inspect the seatbelt and had heard the "click" of the seatbelt as it was latched. No passenger briefing was provided by the pilot. Shortly after departure, the passenger elected to move from his position behind the pilot to a position in the front of the airplane, beside the pilot. As the passenger was moving, the reserve parachute, in the passenger's parachute-pack, deployed and the passenger was pulled from the airplane.

The pilot stated that as the passenger exited the airplane, he heard a loud "bang". At the same time, the parachute became entangled in the empennage. The airplane pitched up approximately 50 degrees, banked 80 degrees to the right, and stalled. Eventually, the parachute separated from the empennage and the pilot was able to recover the airplane between 600 and 700 feet above ground level (agl). The pilot observed the parachute open, and about 100 feet agl, the parachute made a sharp right turn. The pilot assumed that the passenger was controlling the parachute.

According to one witness on the ground, he observed the canopy of the parachute circle several times before the parachute seemed to go straight down. Another witness commented that the parachute was very low and very fast. A witness responded to the location where the parachute came down and found the passenger unconscious and without a pulse. According to the Iowa Department of Public Health, who conducted the autopsy, the passenger died from multiple blunt force injuries.

The pilot continued to KGGI and landed without further incident. A post-accident examination of the airplane revealed minor damage to the fuselage at the door frame and skin damage to the horizontal stabilizer. Blood was found on the door frame of the airplane where the passenger egressed. Further examination revealed that the "D" ring, or handle that released the reserve parachute, was buckled into the seatbelt.

A review of the airplane operating limitations, "Limitations for the Operation of an Aircraft with a Door Removed" – stated that "when operations other than intentional parachute jumping and skydiving are conducted, a suitable guardrail or equivalent safety device must be provided for the doorway."

The pilot reported that a "roll-up door" was installed on the airplane but was not in use at the time of the accident flight because of the warm temperatures and because one of the devices used to fasten the corner of the door to the airframe was broken, preventing them from properly securing the door.

Despite multiple attempts, the pilot refused to provide the required Pilot Operator Aircraft Accident/Incident Report, National Transportation Safety Board Form 6120.1/2.

NTSB Identification: CEN13LA500
14 CFR Part 91: General Aviation
Accident occurred Friday, August 16, 2013 in Brooklyn, IA
Aircraft: CESSNA 206, registration: N2070K
Injuries: 1 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 16, 2013, about 1730 central daylight time, a Cessna 206, N2070K, sustained minor damage inflight near Brooklyn, Iowa. The commercial pilot was not injured; however, the passenger was fatally injured. The airplane was registered to and operated by Skydive Iowa Inc., under the provisions of 14 Code of Federal Regulations Part 91 as positioning flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight originated from Skydive Iowa Airport (09IA), and was en route to Grinnell Regional Airport (KGGI), Grinnell, Iowa.

According to the Federal Aviation Administration inspector who responded to the accident, the airplane was on a positioning flight for maintenance. Both the pilot and passenger were wearing parachutes, per company policy. Approximately 1,500 feet mean sea level, the passenger attempted to move forward in the airplane and sit next to the pilot. The d-ring on the passengers parachute was inadvertently activated, deploying the parachute, and egressing the passenger out of the airplane.

The pilot heard the egress, circled over the passenger, and observed a deployed canopy from the parachute. The pilot continued to KGGI and landed without further incident.


The eastern Iowa man who died in a parachute accident aboard a skydiving plane Friday was on the plane to observe, not jump, said Skydive Iowa owner Bruce Kennedy. The victim, whose name is still being withheld by authorities, died after his parachute prematurely deployed during take-off from the Skydive Iowa facility at Brooklyn, in Poweshiek County, around 5:24 p.m. Friday.

The pilot, the only other person on the plane, was uninjured.   “It appears that (the victim) had injuries from the ejection out the door,” Kennedy said Saturday.  Anyone who goes up in an aircraft at Skydive Iowa wears a parachute, Kennedy said. The victim had previously gone on 10 to 12 observation rides.

“He knew everybody who works here,” Kennedy said. “It’s a very sad day.”  Premature openings of parachutes have caused accidents, but not at Skydive Iowa, Kennedy said. He described the incident as “a freak accident.”    The accident is under investigation by the Federal Aviation Administration, Iowa State Patrol and the Poweshiek County sheriff’s office, according to a news release.

Owner of Skydive Iowa in Brooklyn, Bruce Kennedy says yesterday was an ideal day for skydiving. Kennedy says, “5-10 mile an hour winds it’s just perfect.” 

Despite last night’s  perfect conditions, his long-time customer wanted to enjoy the weather from a plane instead. Even though his friend had no plans of diving, Kennedy requires everyone wear a parachute just in case. But  this symbol safety turned deadly, when it accidentally opened… sucking the rider out of the plane during takeoff. Kennedy says,  “It’s tragic. There’s just no words to describe it.”

Not knowing what went wrong, the only thing he wants to do is the one thing he can’t. Kennedy says, “Doesn’t do much good just to crawl in a hole, which is what we all kind of want to do but so it’s best that we just go on with our daily routine.”

Avoiding the darkness he looks to the sky and thinks of his friend. Kennedy says, “He could have been a skydiver you know with his Harley Davidson and his hunting skills and stuff, he lived on the edge.”  And shares this edge with others looking for the rush he enjoys every day.